Locomotive driving-box and controlling connection therefor.



H. B. FURSTONBURG.

LOCOMOTIVE DRIVING BOX AND CONTROLLING CONNECTION THEREFOR.

W APPLICATION FILED JULY 3 l9l7. y 1 MIA O Patented June 20, 1918.

2 SHEETS-SHEET 1- .I HHIHIIIN 4 Amman s H. B. FURSTONBURG.

LOCOMOTIVE DRWING BOX AND CONTROLLING CONNECTION THEREFOR.

APPLICATION FILED IULY 3.1911.

1 9 11: m Patented June 25, 11918.

2 SHEETS-SHEET 2.

A TTO/MIEVS hill HENRY BAAD FURSTONBURG, F SHREVEPOJRT, LOUISIANA.

LUUUMOTIVE DNIVING'BO AND CONTROLLING CONNECTION THEREFOR;

menace.

Application filed; m 3, 1917. Serial No. 178,472.

To all whom it may concern Be it known that l, HENRY B. FURs'roN- nuns, a citizen of the United States, and a resident of Shreveport, in the parish of Caddo and State of Louisiana, have invented a certain new and useful Improvement in Locomotive Driving-Boxes and Controlling Connections Therefor, of which the followinis a specification.

y present invention relates generally to the driving boxes of locomotive wheels,

through which the wheel axles pass, and

more particularly to the construction and connections thereof, my primary object being the provision of means which will normally hold the driving boxes and their adj acent parts in operative relation Without undue friction, and which permit of the re moval of the driving boxes either together or-independent of one another without dropping the wheels, and in such manner that, upon removal of one driving box of the pair, the parts, when again connected in operative position, will not require readjustment.

The means provided by my invention for the carrying out of the above objects and attaining the resulting advantages to be hereinafter more particularly pointed out, will be apparent from the following description in which reference is made to the accompanying drawings forming a part of this specification and whereina Figure 1 is a plan view of a locomotive axle with the adjacent supporting parts partly broken away and in section;

Fig. 2 is a vertical longitudinal section taken substantially on line 2 2 of Fig.- 1;

' Fig. 3 is a vertical cross section through the axle taken substantially on line 33 of Fig. 2;

Fig. 4 is a horizontal sectional view illustrating one of the driving boxes in laterally shifted position preparatory to its removal;

Fig. 5 is a detail perspective view of one between the driving boxes to hold the latter m fipecification of Letters Patent. Pmbvngntngfl Kimmie 25, ltllll In order to accomplish the foregoing, my

invention proposes an arrangement. in the nature of a lateral take-up device for the axle, and including central and side sections 18, 14, and 15, the side sections of which are identical in their construction. The central section 13 includes two parts 16 and 17, as best seen in Fig. 3, having longitudinally abutting flanges 18 connected by bolts 19, the parts 16 and 17 being each keyed in fixed relation to the central portion of the axle as at 20. 4

Each of the side sections 14 and comprises two parts having longitudinally abutting flanges 21, as seen in Fig. 2, connected by bolts 22, and each of these side sections has an inner annular flange surrounding both of its connected portions andabutting and secured to the respective annular side flange 23 of the central section 13, by bolts 24, each of said side sections 14 and 15 being of a width suflicient so that upon its removal the respective driving box 10 may be shifted laterally and inwardly upon the axle to a position inwardly beyond the inner vertical plane of the frame, as seen in Fig. 4.

In this way provision is made for the redisposition of the removed side section 14, 15, in case of the removal of but one of the driving boxes, without disturbing the central section 13 in permanent relation with the axle, and thus without the necessity of readjusting when the removed side section is again placed in position, it being obvious that wear between the outer annular flanges 24 of the side sections'14 and 15 and-the inner face of the journal boxes 10 may be taken up by liners (not shown), between'the connected flanges of the central section 13 and the said side sections.

In order to permit of the removal of either one or both of the driving boxes 10 without dropping the wheels 12, as now necessary, I provide each driving box, having the usual side grooves 25 receiving the shoe 26 and wedge 27 extending upwardly fro-m the binder 28, with outer side flanges 29 which are relatively short as compared to the inner side flanges 30, as clearly seen by reference to Figs. 1 and 4, and which are movable through the sides between the vertical portions or jaws 31 of the frame, including Bill j the' driving box and are in turn provided respectively with flanges 26* and 27 a which, in operative position, lap the inner and outer faces of the frame jaws 31.

The driving boxes 10 are each U-shaped as usual, and as 'at present ptroposed have inner bearing faces 34 as seen in Fig. 5, instead of outer bearing faces, owing to their engagement with the outer flanges 24 of the outer sections 14 and 15 of the lateraLtake-up device, rather than with the inner faces of the wheels 12 with which there would otherwise be danger of their engagement.

Thus, in use, when it is desired to renew a brass or otherwise repair one of the driving boxes, or insert anew box, it is simply necessary to remove the adjacent section 14, 15 of the lateral take up device as previously described, and remove the binder 28, lowering the latter with its shoe 26 and wedge 27 so as to thereby free the driving box for lateral shifting movement into the .space previously occupied by the removed section of the lateral take-up device, as indicated in full lines at the right of Fig. 4, the outer face of the driving box between the extremities of its flanges 29 being of less width than the space between the frame jaws 31 i as previously described, and as clearly seen by a comparison of the full and dotted lines at the right of Fig. 4.

It is obvious that when shifted, as just above described, the driving box may be then wholly removed, by virtue of its U-shape, from the axle, thus permitting either one or both of the driving boxes to be removed when desired, with minimum labor and without dropping the wheel as now necessary and at the same time provide for redisposition of the parts in operative position without requiring readjustment in view of the central permanently related section of the lateral take-up device which remains upon the axle at all times.

It is further to be noted that the side sec tions 14 and 15 have opposed angular channels 14 and 15 forming grease cups and providing for the ready introduction of lubricant at all times to the adjacent faces of the said side sections and the inner faces of the driving boxes.

I claim:

1. In a construction of the character described, the combination with the locomotive axle and its driving boxes, of a lateral take-up device including two side sections and a single central section joined to one another around the axle and together occupylng the entire space between the inner faces of the driving boxes, and of which the side sections are of such width as that when removed, spaces are provided permitting of inward lateral shifting of the driving boxes free of their fastenings without necessitating removal of the central section.

2. The combination with a locomotive axle and its driving boxes, of a lateral takeup device between the driving boxes including sections, the combined length of which substantially occupies thespace between the said boxes, certain of which sections are secured in non-shiftable relation to the axle, and certain others of which sections are removable to permit of lateral inward shifting movement of the driving boxes free of their fastenings without disturbing said permanently related section.

3. In a device of the character described, the combination with a locomotive axle and its truck frame having driving box jaws, of a binder attachable thereto and having a shoe and a wedge flanged to lap the inner and outer sides of the jaws, and a driving box having vertical side grooves receiving said shoe and wedge and having inner and outer flanges, of which the latter are movable between the frame jaws to per iit of shifting the driving boxes laterally of the axle and inwardly beyond the frame jaws when the 'binder with its shoe and wedge is dropped.

4. In a device of the character described, the combination with a locomotive axle, frame jaws, and binder, the latter of which is provided with a shoe and a wedge flanged to engage the frame jaws, of a driving box having inner and outer side flanges forming grooves between them receiving said shoe and wedge, of which the inner flanges extend beyond the inner face of the frame jaws, and the said outer flanges are movable between the frame jaws when the binder, shoe, and wedge are released, substantially as described.

5. In a device of the character described, the combination with alocomotive axle, frame jaws, and binder, the latter of which is provided with a shoe and a wedge flanged to engage the frame jaws, of a driving box having inner and outer side flanges forming grooves between them receiving said shoe and wedge, of which the inner flanges extend beyond the inner face of the frame 

